Railway-switch.



No. 779,695. PATENTED JAN. 10, 1905. H. ELLIOT.

RAILWAY SWITCH.

APPLICATION rum) 0013.31.1904.

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UNITED STATES Patented January 10, 1905.

HENRY ELLIOT, OF ST. LOUIS, MISSOURI.

RAILWAY-SWITCH.

SPECIFICATION forming part of Letters Patent N 0. 779,695, dated January10, 1905. Application file" October 31, 1904. Serial No. 230,724.

T 0 all 107710711, it may concern:

Be it known that I, HENRY ELLIOT, a citizen of the United States,residing in the city of St. Louis, in the State of Missouri, haveinvented certain new and useful Improvements in Railway-Switches, ofwhich the following is a full, clear, and exact description, referencebeing had to the accompanying drawings, forming part of thisspecification.

My invention relates to a main-line switch for singletrack railways ofthat character wherein the switch is necessarily run as much against thepoint as against the heel.

The improvement lies in placing the movable main-line-railswitch-pointbeyond theline of junction of the adjacent side-track rail, so

that it will in itself produce a guard against the travel of thecar-wheels running thereon onto the wrong side of the point, withresultant derailing of a car.

A further object of my improvement is to prevent pounding of thecar-wheels against the point of the movable main-line-rail switchpoint.

I accomplish the desired objects by cutting away the head of thepoint-switch rail far necessity, as in the vogue, of keeping theswitchpoint tightly enough rearward from the turning-point and back ofthe head of the moving switch-rod so that the main-line-railswitch-point is located outwardly from the running or gage line of themain-track rail at the side of the track at which it is located. Ithereby eliminate the practice heretofore in fitted to the adjacentside-track rail, and therefore avoid the use of parts other than themoving rod to keep the switch-point in a position that will insuresafety.

Figure I is a plan view of my improved switch. Fig. II is an enlargedtop View of my main line switch point rail.' Fig. III is an enlargedside elevation of the switchpoint rail looking at the outer facethereof. Fig. IV is an enlarged side view of the switchpoint raillooking at the inner face thereof. Fig. V is an enlarged cross-sectiontaken on line V V, Fig. I. Fig. VI is an enlarged crosssection taken online VI VI, Fig. I. 4

1 and 2 designate, respectively, the sidetrack rails of myrailway-switch, the former being immovable and the latter movable.

3 is a main-track rail located adjacent to the side-track rail 2 and toand from which said side-track rail is shifted.

4 designates the movable switch-section of the second main-track rail,that is located adjacent to the side-track rail 1, to be moved to andfro relative to said side-track rail. This movable section 4 is unitedto the movable side-track rail-section 2 by ties 5 and a head or movingrod 6, the latter of-which is located, as usual, adjacent to theterminations of said sections. As seen in Fig. I, the movable main-trackrail-section 4 has the head thereof cut away from its termination at AII, III, and IV) to a point B rearward from the termination and alsopreferably rearward from the moving rod 6, thereby placing the forwardportion of the section between the points A and B beneath the head orball of the adjacent side-track rail 1, as seen in Figs. V and VI, inorder that the car-wheels traversing the side-track rail immediately atthe junction of the 1nain-track rail 4 therewith will not contact withthe said section until they have passed such cut-away portion.

The forward end of the head of the maintrack rail-section 4. whichterminates at the point B, is beveled to produce a tapering point 4,which serves as a guiding portion for the car-wheels when the switch isin closed condition and the cars traveling over the switch are tocontinue a course upon the main track. This beveled point terminates farenough to the rear of the turnout-point of the side track of the switchto place it outside of the running or gage line of the main track,preferably to the extent of five-eighths of an inch, and as aconsequence the flanges of the car-wheels traveling on the adjacentside-track rail 1 travel in a path inwardly from the line in which therail-point 4 extends while approaching said point and traversing thecut-away portion from A to B. Therefore the wheel-flanges will alwaysmove in a path away from the tapering point of the main-rail section 4and will not come in contact therewith to damage I the point of saidsection or pound thereagainst,

(see Figs( and, moreover, there is no liability of the flanges creepingbetween said rail section point and the adjacent side-track rail tocrowd said section laterally and pass onto the sidetrack rail while thecar-wheels at the opposite side of the track are running on the propermain-track rail. The prevention of this last occurrence is of vitalimportance in that it obviates derailment of the car, which is obviouslybound to transpire whenever the carwheels at one side of the car passonto a siding-track while the wheels at the opposite side are travelingon the main-track rail.

For the purpose of increasing the rigidity and strength of the taperedand cut-away railsection 4, I apply to said section at its sidesreinforcing-strips 7, preferably of steel.

By referring to Fig. V it will be seen that the elevis of the head ormoving rod 6 is fitted closely to the connecting member that is unitedto the moving main-track rail-section L. This arrangement provides forthe actuation of said rail-section to throw it even in the event of theconnecting-bolt in the elevis becoming broken. The rail-section maytherefore be thrown to direct the travel of the car-wheels on the maintrack without liability of accident due to failure to move therail-section): when the head-rod is shifted.

I claim as my invention 1. In a railway-switch, the combination of animmovable main-line rail, an immovable side-track rail, a movableside-track rail, and a movable main-line point-rail section having thehead thereof cut away at its forward end; said point-rail section havinga tapering point terminating at a location rearward from theswitch-turnout, substantially as .set forth.

2. In a railway-switch, the combination of an immovable main-line rail,an immovable side-track rail, a movable side-track rail a movablemain-line point-rail section having its head cut away from itstermination in a rearward direction, and having a point eX- tending tosaid cut-away portion, and reinforcing members secured to the web ofsaid rail-section, substantially as set forth.

HENRY ELLIOT.

In presence of- NELLIE V. ALEXANDER, BLANCHE HOGAN.

